Oil-engine



Lfk. DOELUNG.

OIL ENGINE. APPLICATION FILED DEC. `l0, 1915.

1,328,499, y Patented Jan. 20,1920.

2 SHEETS-SHEET l.

m f' i Y L. K. DOELLING.

OIL ENGINE.

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"rvs I e o har-FED stilaan@ LQ'ES K. DQELLINVG, OE NEV RCHELLE, NE'VAYGRK, ASSIGNOR T EDE LA VERGLYE EEAC-MNE COMPANY, OF NEW YORK, N. Y., A CORGRATON OF NEW" YORK.

ort-niveaus.

To @ZZ whom it may concern:

Be it known that l, LOUIS K. DoELLrNe, a

Vsubject of the Emperor of Germany, and al resident of New Rochelle, liestchester county, New York, have invented the following-described improvements in @il-Engines.

rihe invention is an improvement in sov y fuel oils injected by the impulse of the fuel pump and as a solid or mechanical spray; that is to say, without the use of high'fpressure injection air to atomize and vaporize the fuel during delivery, thereby eliminating the expense and complication of high pressure air-compressing apparatus for that purpose. To this and otherends, the invention is concerned primarily withthe `form or shape of the combustion chamber and the' coperation therewitlrof the various other combustion-controlling factors, whereby such solid or mechanical oil spray isfcombined, ignited and burned with the combustion air at high thermal efficiency, and .with-V out objectionable deposit of carbon in the interior surfaces, and also without sacrificing established principles of proper engine design.

The specific form of the invention 'as at.

present preferred, is embodied in the horizontal type and such form is shown in the accompanying two sheets o f drawings with suicient detail to enable th'ose skilled in the art to understand the mode ofconstruction and the principles involved. A

ln these drawings, v l

Figure l is a longitudinal vertical central section through such an engine;

Fig. 2 is a top plan of the cylinder end thereof, the governor column being insection;

Fig. 3 a cross-section on line ill-.ill of Fig. i;

Speccaton of Letters Patent.

Patented J 2t?, 'l

Application filed December i0, "1915. Serial lo. 56,0S4.

llig. lan end elevation of Fig. 2; F ig. 5 a side elevation; and

Fig. 6 a detail in larger scale,of the fuel injection valve.

.The primary elements ofthe engine will be recognized from theA drawings without description. lhe working face of the piston is obtusely coned and at the forward dead center approaches close to' the correspondingly coned wall of the cylinder head structure l, which latter is boltedto the end of the cylinder and contains within itself the combustion. chamber proper and its several appurtenant parts. rllhe cylinder proper communicates with the compression chamber in the cylinderA head through relatively narrow passage which is closed-bythe end of the piston when in its forward" position, as illustrated in llig. l. The area of this restricted opening, it .will `be noted, is of considerably less than-oiethirdthe cross area of the cylinder proper and is slightly compression pressure of about 150 pounds,-

more or less. rl`he inlet valve Zand exhaust valve 3 are placed side by side-and arranged in a line parallel with the longer dimensionof the chamber, and also, in the present case, parallel with the axis of the cylinder, and

their disk-shaped heads virtually constitute thewhole of one wall of the chamber, since thesaid chamber is no wider and very little longer, than actually necessary to accommodate Vthe said vvalves and their necessary clearances. The saidv valves des'irably form the upper wall or roof of the combustion chamber and are hence opened downwardly against their respective springs, by means of valve levers 2 and 3"', respectively, the latter 'being fulcrumed on a bracket i, on the cylinder head and operated by the cam shaft 5 in an obvious manner. rllhe inlet valve 2 is disposed at the forward end of the chamber disposed at the other end of the combustion chamber, close to the cylinder opening, and connects to a lateral discharge pipe 7.

Directly opposite the twovalvesjust described, the wall of the combustion chamber is formed by the hot plate 8, constituting 'in'the present case the-bottom or floor of the chamber and consisting of a bowlshaped wall 9, which is bolted by its flange to tlieunder side of the cylinder head and chamber and Wholly unjacketed, save for a removable covering designed to assist in maintaining its temperature at a proper degree for the vaporization of the oil and the ignition of the combustion mixture. The water-cooled side and end walls of the com-` bustion chamber vare lined, except for a space or zone near the top, with a false wall 9 of relatively thick cast-iron, and which may be formed injone piece or casting with the hot plate, so as to be insertible and relmovable therewith, but such lining is preferably formed as a` separate part resting upon or secured to theunjacketed plateor closely proximate to it. rlhe said lining Vin any case is designed to lit the water-jacketed wall of the cylinder head rather loosely, so as to provide only an imperfect thermal contact with it, which, in consequence, enables it to Apreserve a temperature substantially that of the hot plate itself. Yet the effects of the temperature of the said lining are in no wise injurious to the head as a Whole, because of the efficient water-jacket with which it is provided. lt may become" considerablyM hotter without affecting the cylinder head walls, land if in time it becomes impaired Aas the result of such tem'- perature, it can obviouslyebe renewed at small expense. ln this manner,`- substan- .tiallv the whole or a la'rge part of the combustion chamber proper may be formed of hot wall surface, on which carbon deposit will not form, or, if previously formed, will be immediately consumed.

The fuel injector delivers oil only (without air) into this combustion chamber, as already explained, and is mounted at the outermost end of the narrow chamber, sub- 'stantially in central vertical alineme'nt with the two valves and the cylinder Vopening and yclose to and forward of -the air inlet valve 2. It is'setl in an inclined socket in the end `Wall of the water-jacketed head so as to point obliquely toward the trough-shaped hot bottom of the chamber, and also in a general way toward the cylinder opening. The detail of its construction is shown in Fig. 6, wherein it will be observed that the oil flowing past the spring-check l0, .is driven through a number of helical grooves cut in the surface of a cylindrical pin l1 fitting the bore of the oil nozzle 12,' and receives therefrom a violent whirling motion,

'in which state it emerges from the nozzle ori-lice and forms a scattering eone-shaped spray. The general principle of fuel injectors of this kind is familiar to the art and has been used extensively in smaller4 sizes of engines of this class, and no claim of novelty is made for such injectors, but it is de-.

vsii-able that the fuel injected into the comeliminates. liuel oil is supplied tothe injector. by a delivery pipe- 13v from the fuel pump 14C operated direct from the cam shaft 5 (F ig. and appropriately 'timed to deliver the oil charge slightly before or about compression dead center.v The size of the charge so delivered is controlled automatically by the governor through the agency of a small bypass valve l5, the function 'of which is to ,permit the escape back to the oil tank, of more or less of the oil delivered on each stroke of the pump, and as determined by the condition of the governor at the` moment. rThe excess oil escapesi from the pipe la through the b v-pass pipe 16, in

which the governor-controlled valve i5 interposed, the remainingfoil being forced through the pipe to the fuel injector.

The detail of vthe .operating connect-ions for this method of fuel' regulation will be manifest in the drawings, and it will also be evident that any other form-of automatic eharge-regulating` means will give equivaf lent results, although the apparatus shown has advantages and is preferred for the case in hand. rlhe fuel vpump is supplied from the tank by pipe 17.

l/Vhen 'theengine as above described is to be started, the hot plate 9 is first heated sufficiently to ignite the oil. The piston is then brought to compression and the saidv first charge injected either by handoperation of the fuel pump, or othern'fise, causing the engine to take up its cycle, or the said parts may be put in motion by means of starting air which may be introdued'at 18 (F ig. l). In the engine cycle the exhaust gases are expelled by the piston through the exhaust valve 3, opened for the purpose, and on the neXt following or suction stroke, air for combustion is drawn in through the inlet valve 2, opened inwardly for that purpose, and such air, by reason of the deiiector effect of the head of the valve, but particularly by reason of the shape of the combustion chamber, in its relation to the said valve, as al ready described, enters the chamber initially in the torre ci a dat ezrpanding dish, flowing radially outward and directly toward and into the cylinder opening, and the rest being1 dedected by the Jfront and sidewalls of the chamber and hence tlowing downwardly over, and sweeping the hot lining of the combustion chamber and the concaved face ot the vaporizer, 'thereby ettectually scavenging the chamber o its residual .combustion gases, and lilrewise supplying the air necessary for consuming incipient deposits ot carbon thereon. The tlow ot air starts even in advance of the'suction strolreot' the piston, as the result or special relation of the valve cams ot the levers 2 and 3. rthese are arranged to open the air valve just before the end orF the eX- haust-expelling stroke of the piston, so that momentum ot the outgoing' exhaust gases causes an inward surge of fresh air .into the chamber immediately followed by 'the suction stroke as above described. 'The *last residue of consumed gases is thereby symmetrically with relation to the main axis thereof and in a position and at an inclinay tion to reach directly all tiie air therein,

brings about a condition in whichpractically the whole charge ofcompressed com' bustion air is penetrated by oil particles, thereby quickening the combination ot the air with the fuel and resulting in an explosive rather tlian a slow-burning combustion. JLactual use of engines possessing combustion chambers characteristically the same as that above described, demonstrates the ei'iicacy of the location or" the air. inlet asdescribed, for preventing the formation and accumulation of carbon deposits and the consequent interference with good thermalfethciency. The arrangement of all the valves as well as the fuel injector in the rooi".` wall of the combustion chamber and Orp-,the hot plate as the lower wall, is important. The narrow opening leading horizontally from the chamber to the cylinder, is arranged near the rooiE or top wall or the former, and the hop plate is bowl shaped and relatively deep immediately in iront of such opening.

llhile l have described my invention and the principle on which it operates so tar as l understand the same, and the best mode lrncwn to me of applying that principle, it is to be understood there is no intentional limitation herein to the specific forni and detail of construction of the invention described except as expressly speciiied by the claims, and that various modiications of the said construction may be resorted to without departing from `the invention or the beneiits derivable therefrom.

l claim:

l. An oil engine having a combustion chamber supplied witlr o il and air only and provided with a spray injector delivering a mechanical oil spray thereto, inlet and exhaust valves disposed in the wall of said chamber in successive positions along the direction of the spray from said injector, a hot plate igniter forming the wall of the .chamber opposite said valves and in' position to intercept the said spray, in combi-` nation with a piston an(^ cylinder communieating with the combustion chamber, and a valve-controlling system coordinated with 'the aforesaid parts whereby air is compressed in said chamber and the fuel is iiijected into same at or about compression dead center.

2. An oil engine havinga combustion chamber supplied with oill and air only and provided witha spray injector delivering a mechanical oil sp ay thereto, inlet and exhaust valves disposed in substantial vertical positions in the upper wall ot said chamber and in successive stations along the direction of the spray from the injector, a hot plate igniter constituting the levees-walletsaid chamber vertically-v beneath tnef'said valves'andin-position to interce t'the aforesai'd mechanical spray, in combination with a piston and cylinder communicating with the combustion chamber and associated instrumentalities whereby air is compressed in said chamber and the fuel oil injected thereico in at about compression dead center.

3. An oil engine operating on oil and air only and comprising a combustion chamber provided with adjacent air inlet and exhaust valves in its upper wall and havingl its bottom wall unjaclreted and vforming a hot plate igniter vertically. beneath said valves, in combination with a incl injector adapt-ed to spray oil only into said chamber and arranged in aiifend wall thereof to spray said oil toward the said hot plate and across .the said valves, apiston and cylinder in coinmunication with the chamber, and a valve control system coordinated with the atoresaid parts to compress air in the chamber and inject the oil spray therein betere or about compression dead center.

4l. An oil engine having a combustion chamber supplied with oil and air'only and provided with a spray injector spraving oil without air, inlet and exhaust valves disposed in successive positions along the direction or" the spray from salrl injector, and a hot plateigniter ormii ie wall of said chamber opposite said valves :and injector-9 in combination with a piston cylinder communicating with the said combustion cham- .ber through arelatively narrow land horimounted in the wall of said chamber remote from said opening and with air inlet and exhaust valvesdisposed in said chamber in successive positions along the direction of lao the spray from said injector, the'bottom4 wall of said chamber being unjacketed and constituting a hot plate igniter co-extensive with said chamber from the injector to the said opening, in combination with valve gearing, whereby the charge of compressed air drawn through the inlet valve 1s compressed and the fuel injected therein before or about compression dead center.

' 6. An oil engine consuming oil and air only and having a combustion chamber communicating with the engine cylinder through a relatively narrowand substantially horizontal opening, inlet and exhaust valves having their port axes arranged in a common plane, a mechanical oil-spray injector having the laxis of'its spray substantially coinciding with the same plane, andan elongated hot plate forming the wall of said chamber. opposite to the said valves and injector and extending from the latter substantially tofsaid relatively narrow opening.

7. An oil engine consuming oil and air only and comprising a combustion chamber having a spray nozzle at one end 'adapted to deliver -a spray of oil only `substantially lengthwise of the said chamber, all of one wall of said chamber from the injector. to the opposite ends of the chamber being unj acketed and constituting a hot ,plateigniten and air inlet and exhaust valves mounted in alinementy with the spray and opposite to said unjacketed wall.

8. An oil engine consuming oil and air only and provided with a spray injector delivering solid-oil, air linlet and' exhaust valves disposed side by side with the axes of their ports lying -in a plane which substantially coincides with the axis of the injectorspray, a combustion chamber having an unjacketed wall forming a, hot surface igniter disposed oppositely to the said valves andzhaving water-'jacketed walls on three sides between .said valves and the hot wall,4

bthe said chamber being symmetrically disposed with respect to said spray and valves communicating with said chamber and valve mechanism vwhereby the oil is injected into a body of compressed air in said chamber at or about compression dead center. l

`in combination with a piston and cylinder' 9. An oil .engine comprising a combustion false wall in said chamber forming an in- Y terior continuation ofthe said hot plate within said water-jacketed wall.

10. An -oil engine having a combustion chamber in communication with the engine cylinder through a relatively narrow open'- ingair inlet vand exhaust valves arranged in alinement with the axis of said opening,

an inclined spray injector opposite Said openingand substantially coinciding with the plane of said valves, a hot plate igniter formed by an unjacketed wall of said chamber opposite said` valves and the said spray injector, and` a false wall for said chamber within the jacketed walls thereof constituting a continuation of the hot surface igniter.

11. An engine of the class described comprising a one compartment combustion chamber including an uncooled wall and a.

mechanical oil sprayA injector' directed rn..A

Ward said wall, mechanically operated air and exhaust valves 'opening directly into said chamber, and controlling means for said valves and injector adapted to operate the latter at compression deadcenter and to open the air valve prior to the closure of the exhaust valve.

12. ln an oil engine, a combustion chamber having inlet and exhaust valves placed opposite an uncooled wall of said chamber, a spray nozzle injecting a mechanical oil .spray into said chamber at about the end of the compression stroke and a restricted opening from said chamber to the cylinder having an area of less than one-third of the area of the cylinder, located opposite the spray nozzle and eccentrically to the axis of the combustion chamber, said chamber having its longest dimensions coincident with the axis of said restricted opening.

In testimony whereof, l have signed this specification in the presence of two witnesses.

Louis BARON, H. R. HOWELL.

lll-5 

